CN115723757A - Accelerator pedal control method, device and system - Google Patents
Accelerator pedal control method, device and system Download PDFInfo
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
- B60W40/08—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to drivers or passengers
- B60W40/09—Driving style or behaviour
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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Abstract
The invention provides an accelerator pedal control method, an accelerator pedal control device and an accelerator pedal control system, wherein the accelerator pedal control method comprises the following steps: acquiring an accelerator torque MAP1, an accelerator torque MAP2, an accelerator torque MAP3 and an accelerator torque MAP4; based on the fact that the initial value of the counter is 0 and the vehicle speed meets the preset vehicle speed condition, starting counting by the counter; controlling an accelerator pedal to operate according to the accelerator torque MAP0 based on the counter value of 0; controlling an accelerator pedal to operate according to the accelerator torque MAP1 based on the counter value of 1; controlling an accelerator pedal to operate according to the accelerator torque MAP2 based on the counter value of 2; controlling an accelerator pedal to operate according to the accelerator torque MAP3 based on the counter value of 3; based on the counter value of 4, the accelerator pedal is controlled to operate in accordance with the accelerator torque MAP4. The invention provides an accelerator pedal control method, an accelerator pedal control device and an accelerator pedal control system, and aims to provide an accelerator pedal control method which meets the driving requirements of a driver and is suitable for different driving habits of the driver.
Description
Technical Field
The invention relates to the technical field of vehicles, in particular to an accelerator pedal control method, device and system.
Background
This section provides background information related to the present disclosure only and is not necessarily prior art.
During the driving process of the vehicle, the driver controls the opening degree of an accelerator pedal of the vehicle, so that the output torque of the engine is changed, and the power torque of the vehicle meets the actual driving requirement. When the engine output torque is controlled through the pre-calibration parameters, the relation between the opening of the accelerator pedal and the engine output torque is determined in advance, and the engine only responds to the opening change of the accelerator pedal according to the calibration result mechanically in the control process to change the output torque.
However, different road conditions and different driving requirements have different requirements on the output torque of the engine, if only one accelerator pedal map is used, the difficulty of controlling the accelerator by a driver is high, the fuel economy of the whole vehicle is deteriorated due to ineffective fluctuation of the pedal, the transition of stepping on the accelerator by the driver and the like, and the emission of the vehicle is increased.
Disclosure of Invention
The invention aims to provide an accelerator pedal control method which meets the driving requirements of a driver and is suitable for different driving habits of the driver. The purpose is realized by the following technical scheme:
a first aspect of the invention proposes an accelerator pedal control method including the steps of:
s1, acquiring an accelerator torque MAP1, an accelerator torque MAP2, an accelerator torque MAP3 and an accelerator torque MAP4;
s2, starting counting by the counter based on the fact that the initial value of the counter is 0 and the vehicle speed meets a preset vehicle speed condition;
s3, controlling an accelerator pedal to operate according to the accelerator torque MAP0 based on the numerical value of the counter being 0; controlling an accelerator pedal to operate according to the accelerator torque MAP1 based on the counter value of 1; controlling the accelerator pedal to operate according to the accelerator torque MAP2 based on the counter value of 2; controlling an accelerator pedal to operate according to the accelerator torque MAP3 based on the counter value of 3; based on the counter value of 4, the accelerator pedal is controlled to operate in accordance with the accelerator torque MAP4.
According to the control method of the accelerator pedal, when the road condition is different from the driving requirement, four accelerator torques MAP (accelerator torque MAP1, accelerator torque MAP2, accelerator torque MAP3 and accelerator torque MAP 4) which are suitable for different working conditions are generated according to the driving condition, the accelerator pedal can be suitable for different accelerator torques MAP according to the difference of the counter values, the appropriate accelerator torque MAP can be automatically switched according to the working conditions, the driving environment and the driver requirement can be better adapted, and the vehicle dynamic property and the fuel saving requirement can be met.
In addition, the accelerator pedal control method according to the present invention may have the following additional technical features:
in some embodiments of the present invention, in the step of starting counting by a counter based on the vehicle speed satisfying a preset vehicle speed condition, the starting counting by the counter comprises:
judging whether the vehicle weight is greater than or equal to a vehicle weight threshold value, if so, adding 1 to the counter value, and if not, adding 0 to the counter value;
judging whether the gradient of the running road is greater than or equal to 0.5% and less than 1.5%, if so, adding 1 to the counter value, and if not, adding 0 to the counter value;
judging whether the gradient of the running road is greater than or equal to 1.5%, if so, adding 1 to the counter value, and if not, adding 0 to the counter value;
and judging the opening state of an E/P switch of the vehicle, if the P state is opened, adding 1 to the counter value, and if the E state is opened, adding 0 to the counter value.
In some embodiments of the present invention, in the step of acquiring the accelerator torque MAP1, the accelerator torque MAP2, the accelerator torque MAP3, and the accelerator torque MAP4, the accelerator torque MAP1, the accelerator torque MAP2, the accelerator torque MAP3, and the accelerator torque MAP4 are generated by:
acquiring two groups of flat road speeds, two groups of flat road wheel torque forces and two groups of gradient of running roads based on the fact that the vehicle is in a state of a flat road and close to a constant speed;
acquiring two groups of climbing speeds, two groups of climbing wheel torque forces and two groups of slopes of running roads based on the condition that the vehicle is in a climbing nearly constant speed state;
calling a vehicle running resistance equation;
calculating engine basic torque M1, engine basic torque M2, engine basic torque M3 and engine basic torque M4 based on a vehicle running resistance equation;
accelerator torque MAP1, accelerator torque MAP2, accelerator torque MAP3, and accelerator torque MAP4 are generated.
In some embodiments of the present invention, in the step of obtaining two sets of flat road vehicle speeds, two sets of flat road wheel torque forces, and two sets of slopes of the driving road based on the vehicle being in a flat road near constant speed state, the flat road near constant speed state is:
within 20s, the vehicle speed variation is less than +/-2 km/h, the gradient of a driving road is-0.2%, the vehicle speed variance is less than a preset vehicle speed variance threshold, and the opening degree value variance of an accelerator pedal is greater than a preset opening degree value variance threshold.
In some embodiments of the present invention, in the step of acquiring two sets of climbing vehicle speeds, two sets of climbing wheel side torque forces, and two sets of slopes of the driving road based on the vehicle being in a climbing near-constant-speed state, the climbing near-constant-speed state is:
within 20s, the vehicle speed variation is less than +/-2 km/h, the gradient of a running road is greater than 1% and the variation value is-0.2%, the vehicle speed variance is less than the vehicle speed variance preset threshold value, and the opening degree numerical variance of an accelerator pedal is greater than the opening degree numerical variance preset threshold value.
In some embodiments of the invention, the step of invoking the vehicle running resistance equation comprises:
substituting the two groups of road-leveling speeds, the two groups of road-leveling wheel side torque forces, the two groups of road-driving slopes, the two groups of climbing speeds, the two groups of climbing wheel side torque forces and the two groups of road-driving slopes into a vehicle driving resistance equation f = a + b + v + c + v 2 + sin alpha mg, and obtaining the vehicle weight and coefficients a, b and c;
wherein f represents the running resistance of the vehicle, and is also the wheel torque force with the unit of N; v represents the vehicle speed in km/h; alpha represents the gradient of the running road, and the unit is%; m represents the weight of the vehicle in kg; g represents the acceleration of gravity in m/s 2 (ii) a a is expressed by N; b is N/km/h; c unit is N/km 2 /h 2 。
In some embodiments of the present invention, the step of calculating the engine base torque M1, the engine base torque M2, the engine base torque M3, and the engine base torque M4 based on the vehicle running resistance equation includes:
substituting the first vehicle speed and the first gradient into a vehicle running resistance equation, calculating a first wheel torque force, obtaining a first wheel torque, and obtaining an engine basic torque M2;
calculating an engine base torque M1 based on M1= M2 × 0.6;
substituting the second vehicle speed and the second gradient into a vehicle running resistance equation, calculating a second wheel torque force, obtaining a second wheel torque, and obtaining an engine basic torque M3;
substituting the third vehicle speed and the third gradient into a vehicle running resistance equation, calculating a third wheel torque, obtaining a third wheel torque, and obtaining an engine basic torque M4.
In some embodiments of the present invention, the throttle torque MAP1 includes: when accelerator pedal controls throttle opening to be 0%, M MAP1 =0, when the accelerator pedal control throttle opening is 30%, M MAP1 =0.9M1, when the accelerator pedal control throttle opening is 50%, M MAP1 ＝0.4M max When the accelerator pedal controls the throttle opening to be 90%, M MAP1 ＝0.8M max When the accelerator pedal controls the throttle opening to be 100%, M MAP1 ＝M max ；
The accelerator torque MAP2 comprises M when the accelerator pedal controls the accelerator opening to be 0 percent MAP2 =0, when the accelerator pedal control throttle opening is 30%, M MAP2 =0.9M2, when the accelerator pedal control throttle opening is 50%, M MAP2 ＝0.4M max When the accelerator pedal controls the throttle opening to be 90%, M MAP2 ＝0.8M max When the accelerator pedal controls the throttle opening to be 100%, M MAP2 ＝M max ；
The accelerator torque MAP3 comprises M when the accelerator pedal controls the accelerator opening to be 0 percent MAP3 =0, when the accelerator pedal control throttle opening is 30%, M MAP3 =0.9m3, accelerationWhen the throttle opening is controlled to be 50% by the pedal, M MAP3 ＝0.4M max When the accelerator pedal controls the throttle opening to be 90%, M MAP3 ＝0.8M max When the accelerator pedal controls the throttle opening to be 100%, M MAP3 ＝M max ；
The accelerator torque MAP4 comprises M when the accelerator pedal controls the accelerator opening to be 0 percent MAP4 =0, when the accelerator pedal control throttle opening is 30%, M MAP4 =0.9M4, and when the throttle opening controlled by an accelerator pedal is 50%, M MAP4 ＝0.4M max When the accelerator pedal controls the throttle opening to be 90%, M MAP4 ＝0.8M max When the accelerator pedal controls the throttle opening to be 100%, M MAP4 ＝M max 。
The second aspect of the invention also provides an accelerator pedal control apparatus for executing the above-described accelerator pedal control method.
The accelerator pedal control apparatus according to the embodiment of the invention has the same advantages as the above-described accelerator pedal control method, and will not be described herein again.
The third aspect of the present invention also provides an accelerator pedal control system, which comprises the above-mentioned accelerator pedal control device, and further comprises a memory, wherein the program in the memory stores the above-mentioned accelerator pedal control method.
The accelerator pedal control system according to the embodiment of the invention has the same advantages as the above-described accelerator pedal control method, and will not be described herein again.
Drawings
Various other advantages and benefits will become apparent to those of ordinary skill in the art upon reading the following detailed description of the preferred embodiments. The drawings are only for purposes of illustrating the preferred embodiments and are not to be construed as limiting the invention. Also, like parts are designated by like reference numerals throughout the drawings. In the drawings:
FIG. 1 schematically shows a flowchart of an accelerator pedal control method according to an embodiment of the invention;
FIG. 2 schematically illustrates a logic diagram of an accelerator pedal control method according to an embodiment of the present invention;
FIG. 3 schematically shows a diagram of throttle torque MAP1 according to an embodiment of the present invention;
FIG. 4 schematically shows a diagram of throttle torque MAP2 according to an embodiment of the present invention;
FIG. 5 schematically shows a diagram of throttle torque MAP3 according to an embodiment of the present invention;
fig. 6 schematically shows a diagram of throttle torque MAP4 according to an embodiment of the present invention.
Detailed Description
Exemplary embodiments of the present disclosure will be described in more detail below with reference to the accompanying drawings. While exemplary embodiments of the present disclosure are shown in the drawings, it should be understood that the present disclosure may be embodied in various forms and should not be limited by the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the disclosure to those skilled in the art.
It is to be understood that the terminology used herein is for the purpose of describing particular example embodiments only, and is not intended to be limiting. As used herein, the singular forms "a", "an" and "the" may be intended to include the plural forms as well, unless the context clearly indicates otherwise. The terms "comprises," "comprising," "includes," "including," and "having" are inclusive and therefore specify the presence of stated features, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, steps, operations, elements, components, and/or groups thereof. The method steps, processes, and operations described herein are not to be construed as necessarily requiring their performance in the particular order described or illustrated, unless specifically identified as an order of performance. It should also be understood that additional or alternative steps may be used.
Although the terms first, second, third, etc. may be used herein to describe various elements, components, regions, layers and/or sections, these elements, components, regions, layers and/or sections should not be limited by these terms. These terms may be only used to distinguish one element, component, region, layer or section from another region, layer or section. Terms such as "first," "second," and other numerical terms when used herein do not imply a sequence or order unless clearly indicated by the context. Thus, a first element, component, region, layer or section discussed below could be termed a second element, component, region, layer or section without departing from the teachings of the example embodiments.
For convenience of description, spatially relative terms, such as "inner", "outer", "lower", "below", "upper", "above", and the like, may be used herein to describe one element or feature's relationship to another element or feature as illustrated in the figures. Such spatially relative terms are intended to encompass different orientations of the device in use or operation in addition to the orientation depicted in the figures. For example, if the device in the figures is turned over, elements described as "below" or "beneath" other elements or features would then be oriented "above" or "over" the other elements or features. Thus, the example term "in 8230 \8230; below" may include both upper and lower orientations. The device may be otherwise oriented (rotated 90 degrees or at other orientations) and the spatially relative descriptors used herein interpreted accordingly.
Accelerator torque MAP: the engine looks up the MAP table to output torque according to the current rotating speed and the stepping depth of the pedal.
Referring to fig. 1 and 2, a first aspect of the present invention provides an accelerator pedal control method including the steps of:
s1, acquiring an accelerator torque MAP1, an accelerator torque MAP2, an accelerator torque MAP3 and an accelerator torque MAP4;
s2, starting counting by the counter based on the fact that the initial value of the counter is 0 and the vehicle speed meets a preset vehicle speed condition;
s3, controlling an accelerator pedal to operate according to the accelerator torque MAP0 based on the counter value being 0; controlling an accelerator pedal to operate according to the accelerator torque MAP1 based on the counter value being 1; controlling an accelerator pedal to operate according to the accelerator torque MAP2 based on the counter value of 2; controlling the accelerator pedal to operate according to the accelerator torque MAP3 based on the counter value of 3; based on the counter value of 4, the accelerator pedal is controlled to operate according to the accelerator torque MAP4.
According to the control method of the accelerator pedal, when the road condition is different from the driving requirement, four accelerator torques MAP (accelerator torque MAP1, accelerator torque MAP2, accelerator torque MAP3 and accelerator torque MAP 4) which are suitable for different working conditions are generated according to the driving condition, the accelerator pedal can be suitable for different accelerator torques MAP according to the difference of the counter values, the appropriate accelerator torque MAP can be automatically switched according to the working conditions, the driving environment and the driver requirement can be better adapted, and the vehicle dynamic property and the fuel saving requirement can be met.
Specifically, the counter can generate four accelerator torques MAP which are suitable for different working conditions according to the running conditions, wherein the running conditions comprise the vehicle weight, the gradient of a running road and a vehicle E/P switch, and the running conditions are not divided into a front sequence and a rear sequence; the specific judgment logic is as follows:
judging whether the vehicle weight is greater than or equal to a vehicle weight threshold value, if so, adding 1 to the counter value, and if not, adding 0 to the counter value;
judging whether the gradient of the running road is greater than or equal to 0.5% and less than 1.5%, if so, adding 1 to the counter value, and if not, adding 0 to the counter value;
judging whether the gradient of the running road is greater than or equal to 1.5%, if so, adding 1 to the counter value, and if not, adding 0 to the counter value;
and judging the starting state of the E/P switch of the vehicle, if the P state is started, adding 1 to the counter value, and if the E state is started, adding 0 to the counter value.
It should be noted that, when the gradient of the driving road is greater than or equal to 0.5% but less than 1.5%, the counter value is increased by 1; when the gradient of the running road is greater than or equal to 0.5% and 1.5% at the same time, adding 2 to the counter value; the E/P switch represents a button on the whole vehicle for interacting with a driver, and indicates that the driver has a strong acceleration demand when the driver selects a P mode (power mode) and indicates that the driver has a strong fuel-saving demand when the driver selects an E mode (economy mode); the vehicle weight threshold value is obtained by technical personnel through experimental calibration, and is 42000kg.
In some embodiments of the invention, in the step of starting counting by the counter based on the vehicle speed satisfying a preset vehicle speed condition, the preset vehicle speed condition is that the continuous 180s is higher than 75km/h; when the vehicle speed does not meet the preset vehicle speed condition or the vehicle speed is lower than 30km/h, the counter does not start counting, the accelerator pedal is suitable for accelerator torque MAP0, and the accelerator torque MAP0 is self-brought when the vehicle leaves a factory.
Specifically, the engine can be operated according to the generated accelerator torque MAP1, accelerator torque MAP2, accelerator torque MAP3 and accelerator torque MAP4, so that the engine can output different torques when the accelerator pedal is depressed to the same extent; wherein, in the step of obtaining the accelerator torque MAP1, the accelerator torque MAP2, the accelerator torque MAP3 and the accelerator torque MAP4, the accelerator torque MAP1, the accelerator torque MAP2, the accelerator torque MAP3 and the accelerator torque MAP4 are generated by the following steps:
acquiring two groups of flat road speeds, two groups of flat road wheel torque forces and two groups of slopes of running roads based on the fact that the vehicle is in a state of a flat road and close to a constant speed;
acquiring two groups of climbing speeds, two groups of climbing wheel torque forces and two groups of slopes of running roads based on the condition that the vehicle is in a climbing nearly constant speed state;
calling a vehicle running resistance equation;
calculating an engine basic torque M1, an engine basic torque M2, an engine basic torque M3 and an engine basic torque M4 based on a vehicle running resistance equation;
accelerator torque MAP1, accelerator torque MAP2, accelerator torque MAP3, and accelerator torque MAP4 are generated.
Wherein, the state of the flat road at a nearly uniform speed is as follows: within 20s, once vehicle speed is obtained at an interval of 0.1s, when the vehicle speed change is smaller than +/-2 km/h, the gradient of a driving road is between-0.2% and 0.2%, the vehicle speed variance is smaller than a preset threshold of the vehicle speed variance, and the opening degree value variance of an accelerator pedal is larger than a preset threshold of the opening degree value variance.
The climbing state near the uniform speed is as follows: within 20s, the vehicle speed is obtained once at an interval of 0.1s, the vehicle speed change is less than +/-2 km/h, the gradient of a running road is greater than 1%, the change value is-0.2%, the vehicle speed variance is smaller than a preset vehicle speed variance threshold, and the opening degree numerical variance of an accelerator pedal is larger than a preset opening degree variance threshold.
The opening degree of the accelerator pedal in the opening degree numerical variance of the accelerator pedal is the opening degree of the accelerator, and for example, when the pressing opening degree of the accelerator pedal is 30%, the opening degree of the accelerator is also 30%; the vehicle speed variance preset threshold and the opening degree numerical variance preset threshold are obtained by technicians through experimental calibration; the difference value of the two groups of road-leveling vehicle speeds and the difference value of the two groups of climbing vehicle speeds are both larger than 10km/h, so that the calculation effectiveness is ensured, and the problem of large error caused by too close difference values is solved.
In some embodiments of the invention, the step of invoking the vehicle running resistance equation comprises:
substituting the two groups of road-levelling speeds, the two groups of road-levelling wheel-side torque forces, the slopes of the two groups of running roads, the two groups of climbing speeds, the two groups of climbing wheel-side torque forces and the slopes of the two groups of running roads into a vehicle running resistance equation f = a + b + v + c + v 2 + sin alpha mg, and acquiring the vehicle weight and coefficients a, b and c;
wherein f represents the running resistance of the vehicle, and is also the wheel torque force with the unit of N; v represents the vehicle speed in km/h; alpha represents the gradient of a running road, and the gradient unit in engineering is commonly expressed in percentage and is in unit; m represents the vehicle weight in kg; g represents the acceleration of gravity, and the unit is m/s 2 (ii) a a is expressed by N; b is N/km/h; c unit is N/km 2 /h 2 。
Obviously, since there are four unknowns in the vehicle running resistance equation: the vehicle weight and the coefficients a, b and c, therefore, four unknown values can be obtained according to four groups of values of two groups of flat road vehicle speeds, two groups of flat road wheel side torque forces, two groups of slopes of running roads, two groups of climbing vehicle speeds, two groups of climbing wheel side torque forces and two groups of slopes of running roads.
Specifically, after the vehicle running resistance equation is obtained, it is necessary to calculate the engine base torque M1, the engine base torque M2, the engine base torque M3, and the engine base torque M4 based on the vehicle running resistance equation.
The method for calculating the basic engine torque M2 comprises the following steps: the vehicle runs on a flat road, the gear is engaged with the highest gear, the first vehicle speed is 85km/h, so the first vehicle speed and the first gradient at the moment can be obtained, the vehicle weight and coefficients a, b and c of a vehicle running resistance equation are known, so the vehicle speed and the gradient of the running road at the moment are substituted into the vehicle running resistance equation, the vehicle running resistance can be obtained, and the first wheel side torque force is divided by the wheel radius to obtain the wheel side torque, and the wheel side torque is obtained by multiplying the engine torque by the transmission coefficient ratio of a gearbox and the like, so the wheel side torque is divided by the transmission coefficient ratio to obtain the engine basic torque M2.
The method for calculating the basic torque M1 of the engine comprises the following steps: m1= M2 × 0.6, obtaining an engine base torque M1; at this time, the vehicle runs on a flat road, the vehicle is not loaded, and the vehicle speed is 85km/h.
The engine basic torque M3 is calculated by: the vehicle is driven at the second gradient of 0.5%, the gear is engaged with the highest gear, the second vehicle speed is 85km/h, so that the second vehicle speed and the second gradient can be obtained at the moment, and the method for obtaining the basic engine torque M3 is the same as the basic engine torque M2, which is not described herein again.
The engine basic torque M4 is calculated by the following method: the vehicle is running at the third gradient of 1.5%, the gear is engaged with the highest gear, the third vehicle speed is 80km/h, so that the third vehicle speed and the third gradient can be obtained at the moment, and the method for obtaining the basic engine torque M4 is the same as the basic engine torque M2, which is not described herein again.
Specifically, after the engine base torque M1, the engine base torque M2, the engine base torque M3, and the engine base torque M4 are sequentially obtained, the accelerator torque MAP1, the accelerator torque MAP2, the accelerator torque MAP3, and the accelerator torque MAP4 are finally generated based on the engine base torque M1, the engine base torque M2, the engine base torque M3, and the engine base torque M4.
The generation steps of the accelerator torque MAP1 are as follows: firstly, taking the opening degree of an accelerator pedal or the opening degree of an accelerator as a horizontal axis and taking the working torque of an engine as a vertical axis, and then acquiring five key points, specifically: when the accelerator pedal controls the throttle opening to be 0%, the corresponding engine working torque is 0 MAP1 =0, when the accelerator pedal control throttle opening is 30%, the corresponding engine operating torque is M1 × 0.9, M MAP1 =0.9M1, when the accelerator pedal control throttle opening is 50%, the corresponding engine working torque is 0.4 maximum engine working torques, M MAP1 ＝0.4M max When the accelerator pedal controls the throttle opening to be 90%, the corresponding engine working torque is 0.8 engine maximum working torque, M MAP1 ＝0.8M max When the accelerator pedal controls the throttle opening to be 100%, the corresponding engine working torque is the maximum working torque of the engine, M MAP1 ＝M max (ii) a Then, the five key points are connected through straight lines to generate the accelerator torque MAP1, and the accelerator torque MAP1 is shown in fig. 3.
The generation steps of the accelerator torque MAP2 are as follows: firstly, taking the opening degree of an accelerator pedal or the opening degree of an accelerator as a horizontal axis and the working torque of an engine as a vertical axis, and then acquiring five key points, wherein when the opening degree of the accelerator pedal is controlled to be 0%, the corresponding working torque of the engine is 0 MAP2 =0, when the accelerator pedal control throttle opening is 30%, the corresponding engine operating torque is M2 × 0.9,m MAP2 =0.9M2, when the accelerator pedal control throttle opening is 50%, the corresponding engine working torque is 0.4 engine maximum working torques, M MAP2 ＝0.4M max When the accelerator pedal controls the throttle opening to be 90%, the corresponding engine working torque is 0.8 engine maximum working torque, M MAP2 ＝0.8M max When the accelerator pedal controls the throttle opening to be 100%, the corresponding engine working torque is the maximum working torque of the engine, M MAP2 ＝M max (ii) a Then connecting the five key pointsThe accelerator torque MAP2 can be generated by connecting straight lines, and the accelerator torque MAP2 is shown in fig. 4.
The generation steps of the accelerator torque MAP3 are as follows: firstly, taking the opening degree of an accelerator pedal or the opening degree of an accelerator as a horizontal axis and the working torque of an engine as a vertical axis, and then acquiring five key points, wherein when the opening degree of the accelerator pedal is controlled to be 0%, the corresponding working torque of the engine is 0 MAP3 =0, when the accelerator pedal control throttle opening is 30%, the corresponding engine operating torque is M3 × 0.9,m MAP3 =0.9M3, when the accelerator pedal control throttle opening is 50%, the corresponding engine working torque is 0.4 engine maximum working torques, M MAP3 ＝0.4M max When the accelerator pedal controls the throttle opening to be 90%, the corresponding engine working torque is 0.8 engine maximum working torque, M MAP3 ＝0.8M max When the accelerator pedal controls the throttle opening to be 100%, the corresponding engine working torque is the maximum working torque of the engine, M MAP3 ＝M max (ii) a Then, the five key points are connected by straight lines to generate the accelerator torque MAP3, and the accelerator torque MAP3 is shown in fig. 5.
The generation steps of the accelerator torque MAP4 are as follows: firstly, taking the opening degree of an accelerator pedal or the opening degree of an accelerator as a horizontal axis and taking the working torque of an engine as a vertical axis, then acquiring five key points, and when the opening degree of the accelerator pedal controlling the opening degree of the accelerator is 0%, corresponding to the working torque of the engine is 0, M MAP4 =0, when the accelerator pedal control throttle opening is 30%, the corresponding engine operating torque is M4 × 0.9,M MAP4 =0.9M4, when the accelerator pedal control throttle opening is 50%, the corresponding engine working torque is 0.4 engine maximum working torque, M MAP4 ＝0.4M max When the accelerator pedal controls the throttle opening to be 90%, the corresponding engine working torque is 0.8 engine maximum working torque, M MAP4 ＝0.8M max When the accelerator pedal controls the throttle opening to be 100%, the corresponding engine working torque is the maximum working torque of the engine, M MAP4 ＝M max (ii) a Then, the five key points are connected by straight lines to generate the accelerator torque MAP4, and the accelerator torque MAP4 is shown in fig. 6.
It should be noted that the maximum operating torque (Mmax) of the engine belongs to known data and is already a determined value when the engine leaves the factory; and in the above four accelerator torque MAPs, on the broken line where the accelerator opening degree is 30% to 50%, the broken line is gradually upward, that is, the accelerator opening degree is increased from 30% to 50%, 0.9mmax 1 is gradually increased to 0.4mmax, 0.9mm2 is gradually increased to 0.4mmax, 0.9mmax 3 is gradually increased to 0.4mmax, and 0.9mm4 is gradually increased to 0.4Mmax.
In conclusion, according to the accelerator pedal control method, the proper accelerator torque MAP can be automatically switched according to the working condition, the driving environment and the driver demand can be better adapted, the vehicle dynamic property and the fuel-saving demand can be met, the cooperation of people, vehicles and roads is realized, the torque control is more reasonable and the transient state is reduced by carrying out self-adaptive optimization on the pedal responsiveness; meanwhile, the accelerator pedal control method participates in driving control in real time, cruise conditions are not needed, and extra hardware such as TBOX and the like is not needed.
The second aspect of the invention also provides an accelerator pedal control apparatus for executing the above-described accelerator pedal control method.
The accelerator pedal control apparatus according to the embodiment of the invention has the same advantages as the above-described accelerator pedal control method, and will not be described herein again.
The third aspect of the present invention also provides an accelerator pedal control system, which comprises the above-mentioned accelerator pedal control device, and further comprises a memory, wherein the program in the memory stores the above-mentioned accelerator pedal control method.
The accelerator pedal control system according to the embodiment of the invention has the same advantages as the above-mentioned accelerator pedal control method, and the details are not repeated here.
While the invention has been described with reference to specific preferred embodiments, it will be understood by those skilled in the art that various changes and modifications may be made without departing from the spirit and scope of the invention as defined in the following claims. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.
Claims (10)
1. An accelerator pedal control method characterized by comprising the steps of:
s1, obtaining an accelerator torque MAP1, an accelerator torque MAP2, an accelerator torque MAP3 and an accelerator torque MAP4;
s2, starting counting by the counter based on the fact that the initial value of the counter is 0 and the vehicle speed meets a preset vehicle speed condition;
s3, controlling an accelerator pedal to operate according to the accelerator torque MAP0 based on the counter value being 0; controlling an accelerator pedal to operate according to the accelerator torque MAP1 based on the counter value of 1; controlling an accelerator pedal to operate according to the accelerator torque MAP2 based on the counter value of 2; controlling an accelerator pedal to operate according to the accelerator torque MAP3 based on the counter value of 3; based on the counter value of 4, the accelerator pedal is controlled to operate according to the accelerator torque MAP4.
2. The accelerator pedal control method according to claim 1, wherein in the step of starting the count by the counter based on the vehicle speed satisfying a preset vehicle speed condition, the starting the count by the counter includes:
judging whether the vehicle weight is greater than or equal to a vehicle weight threshold value, if so, adding 1 to the counter value, and if not, adding 0 to the counter value;
judging whether the gradient of the running road is greater than or equal to 0.5% and less than 1.5%, if so, adding 1 to the counter value, and if not, adding 0 to the counter value;
judging whether the gradient of the running road is greater than or equal to 1.5%, if so, adding 1 to the counter value, and if not, adding 0 to the counter value;
and judging the opening state of an E/P switch of the vehicle, if the P state is opened, adding 1 to the counter value, and if the E state is opened, adding 0 to the counter value.
3. The accelerator pedal control method according to claim 1, wherein in the step of obtaining the accelerator torque MAP1, the accelerator torque MAP2, the accelerator torque MAP3, and the accelerator torque MAP4, the accelerator torque MAP1, the accelerator torque MAP2, the accelerator torque MAP3, and the accelerator torque MAP4 are generated by:
acquiring two groups of flat road speeds, two groups of flat road wheel torque forces and two groups of gradient of running roads based on the fact that the vehicle is in a state of a flat road and close to a constant speed;
acquiring two groups of climbing speeds, two groups of climbing wheel torque forces and the gradients of two groups of driving roads based on the condition that the vehicle is in a climbing nearly constant speed state;
calling a vehicle running resistance equation;
calculating engine basic torque M1, engine basic torque M2, engine basic torque M3 and engine basic torque M4 based on a vehicle running resistance equation;
accelerator torque MAP1, accelerator torque MAP2, accelerator torque MAP3, and accelerator torque MAP4 are generated.
4. The accelerator pedal control method according to claim 3, wherein in the step of acquiring two sets of flat road vehicle speeds, two sets of flat road wheel-side torque forces, and two sets of slopes of the running road based on the vehicle being in a flat road near-constant speed state, the flat road near-constant speed state is:
within 20s, the vehicle speed variation is less than +/-2 km/h, the gradient of a driving road is-0.2%, the vehicle speed variance is less than a preset vehicle speed variance threshold, and the opening degree value variance of an accelerator pedal is greater than a preset opening degree value variance threshold.
5. The accelerator pedal control method according to claim 3, wherein in the step of acquiring two sets of climbing vehicle speeds, two sets of climbing wheel side torque forces, and two sets of slopes of the traveling road based on the vehicle being in a climbing near-constant-speed state, the climbing near-constant-speed state is:
within 20s, the vehicle speed variation is less than +/-2 km/h, the gradient of a running road is greater than 1% and the variation value is-0.2%, the vehicle speed variance is less than the vehicle speed variance preset threshold value, and the opening degree numerical variance of an accelerator pedal is greater than the opening degree numerical variance preset threshold value.
6. The accelerator pedal control method according to claim 3, wherein the step of calling up the vehicle running resistance equation includes:
substituting the two groups of road-leveling speeds, the two groups of road-leveling wheel side torque forces, the two groups of road-driving slopes, the two groups of climbing speeds, the two groups of climbing wheel side torque forces and the two groups of road-driving slopes into a vehicle driving resistance equation f = a + b + v + c + v 2 + sin alpha mg, and obtaining the vehicle weight and coefficients a, b and c;
wherein f represents the running resistance of the vehicle, and is also the wheel torque force with the unit of N; v represents the vehicle speed in km/h; alpha represents the gradient of the running road, and the unit is%; m represents the vehicle weight in kg; g represents the acceleration of gravity in m/s 2 (ii) a a is expressed by N; b is N/km/h; c unit is N/km 2 /h 2 。
7. The accelerator pedal control method according to claim 3, wherein the step of calculating the engine base torque M1, the engine base torque M2, the engine base torque M3, the engine base torque M4 based on the vehicle running resistance equation includes:
substituting the first vehicle speed and the first gradient into a vehicle running resistance equation, calculating a first wheel torque force, obtaining a first wheel torque, and obtaining an engine basic torque M2;
calculating an engine base torque M1 based on M1= M2 × 0.6;
substituting the second vehicle speed and the second gradient into a vehicle running resistance equation, calculating a second wheel torque force, obtaining a second wheel torque, and obtaining an engine basic torque M3;
substituting the third vehicle speed and the third gradient into a vehicle running resistance equation, calculating a third wheel torque, obtaining a third wheel torque, and obtaining an engine basic torque M4.
8. The accelerator pedal control method according to claim 7, wherein in the step of generating the accelerator torque MAP1, the accelerator torque MAP2, the accelerator torque MAP3, the accelerator torque MAP4,
the throttle torque MAP1 includes: when accelerator pedal controls throttle opening to be 0%, M MAP1 =0, when the accelerator pedal control throttle opening is 30%, M MAP1 =0.9M1, when the throttle opening controlled by the accelerator pedal is 50%, M MAP1 ＝0.4M max When the accelerator pedal controls the throttle opening to be 90%, M MAP1 ＝0.8M max When the accelerator pedal controls the throttle opening to be 100%, M MAP1 ＝M max ；
The accelerator torque MAP2 comprises M when the accelerator pedal controls the accelerator opening to be 0 percent MAP2 =0, when the accelerator pedal control throttle opening is 30%, M MAP2 =0.9M2, and M is the opening of the accelerator pedal control throttle valve at 50% MAP2 ＝0.4M max When the accelerator pedal controls the throttle opening to be 90%, M MAP2 ＝0.8M max When the accelerator pedal controls the throttle opening to be 100%, M MAP2 ＝M max ；
The accelerator torque MAP3 comprises M when the accelerator pedal controls the accelerator opening to be 0 percent MAP3 =0, when the accelerator pedal control throttle opening is 30%, M MAP3 =0.9M3, when the accelerator pedal control throttle opening is 50%, M MAP3 ＝0.4M max When the accelerator pedal controls the throttle opening to be 90%, M MAP3 ＝0.8M max When the accelerator pedal controls the throttle opening to be 100%, M MAP3 ＝M max ；
The accelerator torque MAP4 comprises M when the accelerator pedal controls the accelerator opening to be 0 percent MAP4 =0, when the accelerator pedal control throttle opening is 30%, M MAP4 =0.9M4, when the accelerator pedal control throttle opening is 50%, M MAP4 ＝0.4M max When the accelerator pedal controls the throttle opening to be 90%, M MAP4 ＝0.8M max When the accelerator pedal controls the throttle opening to be 100%, M MAP4 ＝M max 。
9. An accelerator pedal control apparatus characterized by being configured to execute the accelerator pedal control method recited in claim 1.
10. An accelerator pedal control system comprising an accelerator pedal control device as defined in claim 9, and further comprising a memory, the program in the memory storing the accelerator pedal control method as defined in claim 1.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
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| CN202211440130.8A CN115723757A (en) | 2022-11-17 | 2022-11-17 | Accelerator pedal control method, device and system |
| PCT/CN2023/093736 WO2024103654A1 (en) | 2022-11-17 | 2023-05-12 | Acceleration-pedal control method, apparatus and system |
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| CN202211440130.8A CN115723757A (en) | 2022-11-17 | 2022-11-17 | Accelerator pedal control method, device and system |
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| WO2024103654A1 (en) * | 2022-11-17 | 2024-05-23 | 潍柴动力股份有限公司 | Acceleration-pedal control method, apparatus and system |
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| KR101518921B1 (en) * | 2013-12-05 | 2015-05-12 | 현대자동차 주식회사 | System and method of controlling starting of vehicle |
| CN104828090B (en) * | 2014-12-09 | 2018-01-19 | 北汽福田汽车股份有限公司 | Control method, device and the vehicle of vehicle |
| CN105667513B (en) * | 2016-04-18 | 2018-12-14 | 潍柴动力股份有限公司 | A kind of more driving mode control devices |
| CN107472235B (en) * | 2017-06-30 | 2019-07-30 | 潍柴动力股份有限公司 | Vehicular intelligent control system and control method |
| CN114919405A (en) * | 2019-09-18 | 2022-08-19 | 华为技术有限公司 | Method and device for adjusting characteristics of accelerator pedal |
| CN113492868A (en) * | 2020-04-02 | 2021-10-12 | 广州汽车集团股份有限公司 | Automobile acceleration intention identification method and device, automobile and computer readable storage medium |
| CN115723757A (en) * | 2022-11-17 | 2023-03-03 | 潍柴动力股份有限公司 | Accelerator pedal control method, device and system |
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| WO2024103654A1 (en) * | 2022-11-17 | 2024-05-23 | 潍柴动力股份有限公司 | Acceleration-pedal control method, apparatus and system |
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